Gar-brake



(No Model.) l 2 sheets-sheen.

R. RANDOLPH.

GAR BRAKE. No. 356,790. Patented Feb. l, 1887.v R j, Y Q r O G @U l? E e j] ,0

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(No Model.) 2 Sheets--Sheet 2.

R. RANDOLPH.

` v GAR BRAKE. NQ.' 356,790. Patented Feb. 1, 1887,

N. PETERS. Pkuwumgmpr, wuringmn. D. C

lhurrnn Sterns ldnrnnr @rtree RICHARD RAXDOLPH, OF BALTIMORE?, MARYLAND.

CARA-BRAKE SFEGIPICATION forming part of Letters Patent No.

Application filed September Q4, 18%. Serial No. 214,434.

.To til whom it may concern:

Beit known that I, RICHARD RANDOLPH, e citizen of the United States, residinget Bullyirnore, in the State of hnrylund, here invented new and useful Improvements in Automatic 5od the 'Whole GenBrztkes, of which the following is n speciiceticn.

My invention reletes to improvements in those cer-brakes which are operated by the pressure between the contiguous drew-heads of two eers when e resistance is created et the heed of the train; und the objects of my impiovement are, iirst, to retain the pressure of the brakes upon the Wheels after the pressure upon the drow-heads has `been removed and until there is e tension upon them by the draft of the engine; second, to defer the automatic action of the brakes until the our has attained the velocity requiring it, und to keep them subject to it et ell velocities afterward until there has been an action of the brakes tothe full e5;- tent by the pressure of the dmW-hends, either by checking the train when under speed or by e backing operation of the engine; third, to apply the force which would be wasted by the resistance of the ordinary louder-spring to the brakes, und providing springs which not es buffer-springs, and et the sinne time regulate the pressure upon the brakes; end, fourth, to enable the seme brn'kes to be operated by the hand in the usuel inn-nner et ell times and entirely independent of the automatic arrangement. 'The last three features are simplica.- tions and modieutions of e potent already is sued to me, No. 332,944, December 22, 1885, and l ineke no claim where the examiner de ltermines them to be equivalents. l attain these objeets by the mechanism illustrated in the accompanying drawings, in which- Figure l is o. side View of the appare-tus which retains the pressure produced by the Contact of the drewvheads of two eers after they have seperated. Fig. 2 is e. side View of the opper-tus which establishes the automatic zietion of the brakes, and also of the arrange ment for operating them by hund. Fig. 3 is a partiel top view of Fig. 2. Fig. 4 is the end View o the pendulum resting upon the shorter lever. Fig. 5 is a. side View in elevation of device, the intervening cer-Wheels and floor-sills being removed, and represents the truck, the., of un unloaded cur end mini- 356,790, dated February l, 1887.

(No model.)

mum action ol' the draw-heed, and with the pressure intercepted from tlie broke-levers. Fig. 6 is e plan or top View of Fig. 5.

Referring to Fig. l, n pnirof Wedges, A, are suspended by the links a. from a puir of bellcranks, B. These crenks deflect about e, pin, which posses through lugs formed upon the top of the cnstiron deedblock C and ere between the cranks. At the top of the cranks a pin passes through them und through the link I) between them, which link entends to and between similar lugs formed on the top of the drew-head D, whereupin passes through both, so that when the drew-heed is pushed beck the Wedges A descend of their own Weight, end when it moves forward they are lifted. In rising und felling these Wedges play between the lugs o formed on euch side of the deed-block nt the bottom and thesloping shoulders e formed on the push-bnr which passes between the Wedges und the lugs e. One fece of the wedge is verlies-l and coincides with the end of the dezrdblock and the lug. The other fece coincides with the slope of the shoulder on the push-bar. This ongle is calculated to be such that will not cui force to the Wedges under any horizontal pressure sufficient to overeoniethe friction, yet it will be near enough to that point to require but a moderate strain upon the links when the drew-head is pulled forward to reise them, end thus release the pushber und the brakes from all pressure. The push-ber is retained in a horizontal position, for it plays through en opening in the bolster ol the truck, slotted horizontally, und the lever which it actuates cen play vertically, es muy be required by its dedeetion by its upper end Working inA a slot.

In Fig. 2 n, pendulum, l?, is suspended from e supporting-ber, H, which is fastened to the under side of the lowest sill of the truck, and is placed under the middle of the axle G of the inner pair of Wheels. rEhis pendulum has e projection, f, extending above the exis, upon which it swings and engages with the projection g, fastened to the axle of the wheel above it,Which, if the velocity of rotation of the Wheel is sulieient, will cause the pendulum to rise above the levers which establish automatic action and actuel-es them by the imposition of its Weight.

The pendulum is composed of tivo parts give s resulting' verti- IOO rigidly connected with the saine aXial bolt, and swing as one. This bolt or pin passes through the bar H, which supports the whole, and the parts ofthe pendulum swing on either side of it. On each side of the bar, parallel to and equidistant from it, are the two setting-levers I and z', deiiecting both horizontally and vertically from fulcrums attac-hed to the bar at the same proportional distances. The ends-of these levers next'to the truclrsill are connected with the loop K, inclosing the bar. On each side of this loop is a pin passing through each lever, and between each and the head of the pin is a slight spiral spring encircling the pin. These springs are intended to restore the levers to their position parallel to the bar after they have been deflected horizontally. The other end ofthe levers terminate with a rectangular crook, forming a projection away from thetbar with a perpendicularedge,which slopes from the bottom upward, so as to afford a catch upon which the peduluni may rest. At this point (J, Fig. 4,) the pendulum slopes at its side to a corresponding degree, so as to deflect the lever horizontally toward the bar as it .passes upward, but which will resume its position by the action or' the spring k before it descends, thus presenting the catch under it and receiving its weight upon one of the levers, according to the direction of the rotation of the car-wheel. This causes the united ends of the levers lo rise, carrying with it the loop K and the pair of small rods r, which play vertically in perforations through the bars N and. their hooked heads n, and which carry on each side of the pair the stop-pieces R, which determine the automatic action.

On each side of push-bar m is a retainingbar, N, having at one end a head., by which it Ais fastened to the interior of the casting X, let into and Hush with the truck-sill, for the attachment and guiding of all the rods and bars. At the other end is a head in the form of a double hook, onc above and the other below, under which hooks the cross-pieces O extend across and beyond both bars on both sides, affording between them just room enough for the longitudinal play of the rods I?, which actuate the brake-levers. These rods are pro vided with shouldersp on the side next to the retaining-bars. Normally these shoulders are retained even with the face of the casting X, and in the space between them and. the crosspieces vO the stoppieces R play vertically by the action of the setting-levers I and z. V'Vhen these are raised, the space is clear and the rods Pare free to move forward as far as is required by the utmost actionof the brakes. Vhen they are down, the space is filled and the pressure is received by the retaining-bars N, instead of the brake-levers Q.

On each sidev of the supportingbar H, and attached to it by the same pin, are angular pieces or cranks L. The ends projecting above the bar are defi ected downward by the bracket Z, attached to the cross-head M. Then this is pushed forward by the p ush-bar m., the bracket acts upon the crank at that distance from its axis which insures its complete action at a certain degree of movement of the crosshead, and the upper arm of the crank is bent at that angle from this point, which prevents any further action bythe continued movement of the crosshead'and bracket. In its normal position the other arm of the crank is horizontal, and is radial to a curved wedge formed at its end, the base of the wedge being below the arm, whereits thicknessfis suflicient to force the levers I and t' away from the bar to the extent that will bring them in contact with it at their other ends, which catch the pendulum. This action disengages the pendulum from thelevers, allowing the stop-pieces R to resume their position of obstruction afterward, and is accomplished bya complete action of the crank L, and therefore by the automatic action ofthe brakes or by a backing of the engine.

The shoulder p is retained in its position by the spring S, reacting against the interior of the casting X and the retaining-bar N, by the contact of its head against the casting at the same point in the interior, thus securing free play for the stop-pieces R `when thereis no pressure upon the crosshead M.

The supporting-bar H is provided with a strong spring, 71 between it and the truck-sill, which will allow it to deflect vertically sufficiently to avoid injury in case of the coincidence of the projection from the wheelaxle and that from the pendulum, end for end, and causing a depression of the latter.

On each side of the suspended lever Z are the vertical levers T, which, at the lower end, are attached to the rods t, fastened to the under side of the truclrsill. This attachment is formed by the two ends of the same rod curving around the two bolts U, which pass through the casting X and4 the sill. The levers are fulcrumed against the brake-levers Q, and the rods P pass through both and actuate both when in automatic action; but they do not interfere with the action of the vertical ones when operated by hand-power, for which they are intended. At their upper ends a rod, o, passes through each and through the bolster of the truck, where they connect on the other side with a single rod, V, which extends to the IOO IIO

middle of the car, where it is attached to one arm of a crank. A similar rod, coming from the other truck, is attached to the opposite arm of the same crank, which crank is oper|` ated by hand-power from one end of the car,

in the usual manner.

The spiral springs which encircle the rods P in front of the cross-head M, and which are compressed by its advance, are proportioned to apply to the brakes a determined amount of pressure, according to the loading of the car and consequent advance of the cross-head. When this pressure is intercepted by the stops R, coulning the rods P, the cross-head is still free to advance, and then the springs act as a butter to the impact of the draw-heads of tivo ears.

The features of this mechanism which I claim as iny invention, and for which I apply for Letters Patent, arel. The combination of the draw-head D,the rfi-'edges A, the lugs c on the cast-iron deadblocir C, the shoulders con the push-bar E, and the bell-crank B, attached to the dead-block and having` one arm attached to the Wedge A by the linlr c and the other arm attached to the draw-head by the link b in such a manner that the Wedges Will descend by the backward movement of the draw-head and fill the space between the lugs e on the dead-block and the shoulders on the pnshbar, and in such a manner that the Wedges shall be lifted clear of this space to the extent necessary to allow the push-bar to resume ils normal position when the draw-head ispulled forward by the draft of the engine, for the purpose of enabling the engineer to regulate the duration of the pressure on the brakes.

2. The combination of a pendulum suspended below the axle of the car-Wheel and having a projection above the axis upon which it swings, the projection from the wheel-axle engaging with the one from the pendulum, the two levers I and e', attached, one on each side, to the supporting-bar ci' the pendulum and deflecting both vertically and horizontally, the sloping catches at one end of the levers and at the end of the pendulum, the springs k at the other end of the levers, the stop-pieces E, playing vertically by the vertical dedection ofthe levers, the cross-pieces O, held by the retaining-bars N, the shoulders p on the brake-leverrcdsl?, and thespri ugs S, restoring the shoulders to their normal, position, all so arranged that at a certain velocity of the swing of the pendulum it will rise above the levers and be caught upon one of them, according to the direction of rotation of the car-wheel, and by its superior weight lift the stop-pieces R at the other end of the levers out of the Way of the shoulders p on the brake-lever rods, for the purpose of allowing the brakes to be applied by the pressure between the draw-heads ci two cars after they have attained a certain velocity.

3. The combination of the cranks L,bearing a curved Wedge playing between the levers l and i and the snpportingbar, and the bracket Z, attached to the cross-head M, behind the upper arm of the crank, so arranged as to deflect this arm downward by the forward movenient of the bracket and to raise the wedges high enough to force the levers to a contact with the bar between them at thc ends next to the pendulunnfor the purpose of freeing either lever from the pendulum and thus allowing the stop-pieces R to descend.

4. The combination of one or more springs, spiral or of other suitable form, and thelevers which apply the brakes directly to the carv'heels, so connected and arranged that the force produced by the pressure between the draw-heads of two cars when communicated to these levers shali be through these springs, and when intercepted from the levers shall be received and absorbed by the springs, for the purpose, in the first case, of regulating the pressure, and in the second for acting as a buffer to the impact of the ears.

J. SHILLINGTON, Jr., WILLIAM H. Manoecn. 

